Bicycle



V (No Model.) -3 Sheets-Sheet 1..

G. KIBBE.

BICYCLE.

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G. KIBBEL.

BIGYGLE. I No. 402.460. Patented Apr. 30. 1889.

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v G. KIBBE."

I BIGYGLR. I V V No. 402,460. v PatentedAprQBO 1889.

" NITED STATES PATENT OFFICE.

elcvc LE.

: SPECIFICATION forming part of Letters Patent No. 402,460, dated April30, 1889.

Application filed October 2'7, 1888. Serial No. 289,299. (No model.)

To all whom it may concern:

Beit known that I, GEORGE KIBBE, a citi zen of the United States,residing at Amsterdam, in the county of Montgomery and State of NewYork, have invented certain new and useful Improvements in Bicycles; andI do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

lVly present invention relates to an improvement in bicycles, andparticularly to that class commonly known as safety-bicycles,- havingboth wheels approximately equal in size, although, of course, thedriverwheel may be of any desired size, the object of the inventionbeing to perfect in all its details the construction of asafety-bicycle, so that the propulsion of the bicycle may be facilitatedin all respects with the least expenditure of effort on the part of therider;-

and the invention consists, essentially, in an improved drivingmechanism having the combination of gearing and multiple-pedaled levers,a novel construction of various parts of the frame, a divided seat-rodfor supporting the seat in such a manner that it can be adjusted closeto the wheel above which it is located, a new position for thesteering-head in front of the steering-rod, instead of upon or behindthe same, as is usual in machines in common use, certain novelconstructions of'the bearings or casings wherein the axles of the wheelsare carried, the springs interposed between the front forked standard ofthe machine and the bearings of the forward wheel, the modified form ofthe drive-gearing and the actuating leverage whereby said combination isadapted to be used on a single side or on both sides of the bicycle, andin various details in the construction, arrangement, and combination ofthe several parts of my improved machine, substantially as will behereinafter described, and then more particularly pointed out in theclaims.

-In the accompanying drawings, illustrating my invention, Figure 1 is aside elevation of my improved safety-bicycle complete in all its parts.Fig 1 is a modification of the spring between wheel-bearing andstandard. Fig. 2 is atop plan view of the same as Fig. 1 in partialsection on the line w of Fig. 1. Fig. 3 is an enlarged detail sideelevation of the actuating-gearing for the drive-wheel and themultiple-pedaled lever connected thereto, the parts being arranged inasomewhat different manner from those shown in Fig. l. Fig. 3 is amodification. Fig. 4c is a top edge plan view of the same parts shown inFig. 3. Fig. 5 is a detail view of one form of pedal-frame. Fig. 6 is aview of a complete pedal. Fig.7 is a view of another form of pedal-frameprovided with a rubber cushion instead of the ordinary pedal. Fig. 8 isa cross-section of the large gear and its surrounding casing, (whichform a part of the drive-gearing,) showing the arrangement of the ballswhich form the ball-bearing between said gear and its case when theballs are disposed in a single series. Fig. 9 is detail view of thedevices used to support the seat or saddle of the machine. Fig. 10 is asimilar section to Fig. 8, showing the arrangement of the balls whenthey are disposed in two series. Fig. 11 is a side elevation of themodified form of my improved bicycle, and shows certain varia tions andchanges from the general structure exhibited in Fig. 1. Fig. 12 is adetail view of the lower end of the forked front standard, and also thebearings of the forward wheel as employed in the modified constructionof Fig. 11. Fig. 13 is a sectional elevation on the line y y of Fig. 11.Figs. 14 and 15 show details in the construction of the rear fork andthe case or bearing for the rear wheel.

Similar letters of reference designate corresponding parts throughoutall the different figures.

A denotes theforward wheel, and B the rear wheel, of my improvedbicycle.

D designates the lugs upon the. forked front standard, E, in such amanner as to exert pressure upon the forward wheel, A, as occasionrequires, the handle of the brake being, as is usual, located inproximity to the steering-bar 0, carried on the upper end of the rod onthe forked standard. The fork of said standard passes down alongside ofthe wheel, each end being connected to the bearing of axle a of wheel A.In my present invention, however, I do not contemplate making thisconnection between the standard and the axle-bearinga brake, arranged inbeardirect one, but prefer to interpose between the lower ends of thestandard and the axlebearings certain springs, whereby the jar incidentto the motion of the wheel may be counteracted and any unpleasantjarring thereof upon the rider obviated.

1) indicates one of the bearings for the axle a, and consists of a stripof spring metal adapted to surround said axle and having oppositeprojections that are clamped together by a suitable bolt, as shown. Byloosening the bolt it is obvious that the bearings can be easily removedfrom the axle. To this bearing 1) the elliptic spring 0 is secured, (seeFig. 1,) the ends of said spring being inturned and connected to thefiat spring 0, attached to the lower end of the forked standard. This isone example of my improved arrangement of an interposed spring betweenthe bearing for the wheel-axle and the standard that carries thesteering-bar. Other various flexible or yielding constructions maydoubtless be devised for use in this same connection, and what I havejust described is given merely as an example for carrying the idea of aninterposed spring into practical effect.

In Fig. l is shown a modification of the spring, the part 6 beingdispensed with.

Fastened to the forked standard and extending around the rear side ofthe wheel A in close proximity thereto is a mud-guard, I, held in placesteadily by the connection 6.

It has been customary heretofore in the construction of bicycles to havethe steeringhead located either upon the steering-rod or behind thesame. I have found, however, that in order to secure the best results insteering, cause it to be more steady and true, and make the apparatusless sensitive to slight changes, this head should be placed in front ofthe steering-rod.

In Fig. 1, J denotes the steering-head on the forward end of the part Fof the main frame of the machine and carried in the rearwardlyprojectingshort arms f f, that are secured to the steering-rod E, aflixed to theforked stan dard E, said rod passing through a loop, F, formed in theframe F just behind the head J. The bearings f f are situated one aboveand one below this loop F. By this arrangement of the steering-head,therefore, 1 coneeive that much better results in the way of steeringbicycles will be accomplished than is possible by the old methods.

I11 Fig. 1 themain frame of my machine is shown as being of the loweredor depressed pattern, so made that a lady may easily ride the bicycle. Ido not wish to be confined to this particular form of frame incombination with all the improvements on the machine, as re citedthroughout this specification. I have illustrated it as one form offrame that may be used, and have made therein certain improvements whichI desire to protect. In Figs. 1 and 2 this frame consists of the part F,above referred to, which partakes of the curvature of the forward wheeland extends leverage and gearing down belowa horizontal line passingthrough the center of this forward wheel to a point where it connectswith the part G of the frame, that is located in an inclined position,is forked (see Fig. 2) to inclose the rear wheel, and carries thedriving mechanism and other parts of the machine arranged in connectionwith said rear wheel.

The driving mechanism of my present improved form of bicycle may be saidto consist, essentially, of gearing combined with the axle of thedrive-wheel (either wheel may be used as the drive-wheel by properlyrearranging the driving mechanism) and levers having one or more pedalsfor operating these gears, said being adapted for use on one or bothsides of the drive-wheel. In Fig. 3 the arrangement of this gearing is alittle different from What it is in Fig. l as regards thesupporting-frame and the manner of connecting to the gearing theoperative leverage; still the principle is the same.

K denotes the large gear-wheel, which is arranged within a surroundingcase, L, which is securely fastened to the main frame of the machine-as,for instance, the frame G in Fig. 1, the frame G in Fig. 3, or the frameG in Fig. 11said gear-wheel K being rotative within the case L, whichrotation is aided and facilitated by a ball-bearing between the gear andthe case, consisting of a single series of balls arranged as shown inFig. 8 (see also dotted lines in Fig. 3) or a double series of ballsarranged as shown in Fig. 10. The ballbearing may be omitted, ifdesired, (see Fig. 3%) and I am not confined to it. The gearwheel K isinternally toothed, and meshing therewith is a pinion, M, keyed rigidlyupon the axle g of the drit e-wheel. It is obvious, therefore, that ifthe large gear be rotated the pinion will be made to revolve, and thusthe drive-wheel be driven. I rotate the gear K by means of levers havingsuitable pedals driven by the foot of the rider of the machine.

In Fig. 3, N denotes the actuating-lever, having thereon a couple ofpedals, O O. The lever U is pivoted at h to the frame G. At a suitablepoint on the lever a connecting-rod, P, is pivotally attached thereto,the other end of said connecting rod being pivotally attached to thegear K. It is manifest, therefore, that the oscillations of the lever Nwill revolve the gear K and drive the pinion and also the drive-wheel.

In Fig. 1 the leverage is arranged in a somewhat dilferent way. There Ihave the lever N with a couple of pedals, O O, as before; but the end ofthis lever is pivoted to a link, Q, instead of being directly connectedto the main frame, the other end of said link being pivoted to the endof the frame G, which is curved upward, so that its pivotal point isconsiderably above the axis of rotation of the drive-wheel. Furthermore,the connectingrod P, which is pivotally attached to the gear K, is inthis instance, instead of being pivotally fastened to the lever N,rigidly secured thereon: By the arrangement of the parts shown in Fig. 1I have what may be termed an elliptic motion, caused by the arrangementof the link Q and the different form of the main frame. This arrangementof parts will be found to provide a very effective driving mechanism.

It will be noted that I have said that the levers N are provided withtwo pedals, O O. This feature of the multiple-pedaled levers constitutesone of the important points of this invention, especially when it iscombined with the gearing just described. By having these differentpedals located at different distances from the pivotal point of thelever a change can be effected in the driving-power, and consequently inthe speed, by simply changing the foot from one pedal to the other.

Fig. 5 shows simply the pedal-frame.

In Figs. 5, 6, and 7 I have shown different forms ofpedals for use withthese levers. Fig. 6 exhibits a complete pedal, showing the pedalarranged within its frame and supported by its spindles. In Fig. 7 thepedal proper is dispensed with and the ordinary pedal-frame is providedwith a rubber or other elastic cushion, t.

In Fig. 11 I have represented a modification of the machine in severalparts, especially as regards the driving mechanism. I still have in thisfigure the same gearing, consisting of the case L, surrounding theinternally-toothed gear K, having a bearing within the case and meshingwith a pinion, M, keyed to the axle of the wheel. With this gearing,however, I do not in the present modification employ themultiple-pedaled levers, but instead a crank consisting of thecrank-shaft 7a, journaled in a downwardly-projecting fork, G, on theframe G2 just in advance of the rear wheel, said crank-shaft is carryingthe pedals Z Z, affixed to each end of the crank-arms, which are atright angles to the cranks and connecting by the rod m with the gear K,said connectingrod being pivotally attached to the crank and to thegear. This combination of the gearing with the crank-motion maybe usedon either side of the machine alone or upon both sides. I find thiscombination a convenient substitute at times for the combination of thegearing with the multiple-pedaled levers. In Fig. 11, moreover, thespring which in Fig. 1 was seen, to be interposed between the end of thefront forked standard and the bearing for the axle of the front wheel isdispensed with, and the bearing b'has a projecting perforated plate,

1), adapted to enter nicely a slot or mortise in the lower end of theforked standard (see Fig. 12) and be securely fastened in place bysuitable screws or bolts.

In Figs. 14 and 15 I have shown in detail the rear case affixed to theframe and affording a bearing for the rear wheel. The frame G2 is curvedat n, the curved portion being perforated, as shown, to permit theattach ment thereto of the spring-metal band 0, which When affixedinplace upon the rear fork will assume the appearance indicated in Fig.15.

Fig. 9 indicates the devices for supporting the seat or saddle II. Ithas the usual spring sliding sleeve, 19, on the rod 0", carried by theseat-frame, consisting of a cross-piece and the vertical rods R R,adapted to enter the clamp-. ing ends of the curved strap S affixed tothe upper end of the frame T, which is securely upheld upon the mainframe G, as shown in Fig. 1.1 The rods R R of the seat-frame may beadjusted up and down within the clamps on the curved strap S and held inany desired position to which they may be adjusted by means of theset-screws shown in Fig. 9, and thus the saddle H may be lowered orlifted, so as to be very near to or removed from the periphery of thedriving-wheel. This construction enables the seat to be brought veryclose to the driving-wheel without coming in contact with it, since thedivided seat-frame passes on each side of the wheel. In Fig. 1, Udenotes a mud-guard for the rear wheel.

The placing of the steering point or head in frontof the steering-bar Iconsider an important feature of my bicycle. Such an arrangement of thesteering-head gives a drag motion to the wheel and bar instead of theordinary push motion.

The crank combination shown herein as a substitute for themultiple-pedaled-lever combination may be used by those riders who donot like the latter combination. Having thus described my invention,what I claim as new, and desire to secure by Letters Patent, is-

1. In a bicycle, the combination of the actubeneath it, which is affixedto an adjustable ating-gearin g for the drive-wh eel, consisting of thepinion on the axle, the internally-toothed gear engaging it, the casingon the main frame, and the ball-bearing in said casing for the gear, thepedal-lever, connecting-rod between it and the gear, and the linkpivoted to the said lever and the main frame, substantially asdescribed.

2. In a bicycle, the combination, with the actuating-gearing for thedrive-shaft, consist ing of the pinion on the axle, theinternallytoothed gear engaging it, the casing on the frame, theball-bearin g in said casing for the gear, and a pedal-lever,substantially as described.

3. In a bicycle, the combination of the forked standard E, the wheel A,its axle a, the axle-bearings b, and the interposed springs between thebearings and the standard, consisting of parts 0 and a, substantially asdescribed.

4. In a bicycle, the combination of the forked standard E, thesteering-rod E, carrying steering-bar O, the steering-head J, carryingbearings for said rod, and the frame F, supporting said head and loopedat F to inclose the steering-rod, substantially as described.

5. In a bicycle, the combination of the forked standard E, the bearingsZ) for the axle of the front Wheel, the interposed springs c 0 betweensaid bearings and the standard, the steering-rod E, carrying thesteering-bar, the steering-head J, located in front of the steering-rodand having bearings f f therefor, and the looped part F of the mainframe, substantially as described.

6. In a bicycle, the combination of the saddle H, its spring connectedto an adjustable sleeve, 19, the seat-frame having the horizontal rod 0*enter said adjustable sleeve and the Vertical rods R, and the part T ofthe main frame, having clamped ends adapted to receive and hold thevertical rods R R, substantially as described.

GEORGE KIBBE.

WVitn esses:

M. S. STovER, J. SPENCER FISHER.

